Railway braking apparatus



May 3 1927.

J. P. COLEMAN RAILWAY BRAKING APPARATUS Filed Dec. 31. 1924 a INVENTORIg R MM 4 6 Q; 2' W Patented May 3, 1927.

UNITED STATES PATENT OFFICE.

JOHN P. COLEMAN, F EDGEWOOD BOROUGH, PENNSYLVAN1A, ASSIGNOR TO THE UNIONSWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORA- TION OFPENNSYLVANIA.

RAILWAY BRAKING APPARATUS.

Application filed December 31, 1924. Serial No. 759,209.

My invention relates to railway braking wardly and the corresponding rod7 'is apparatus, and particularly to apparatus of the type comprisingtrackway mechanism adapted to engage part of arailway vehicle.

I will describe one form of apparatus embodying my invention, and willthen point out the novel features thereof in claims.

In the accompanying drawing, Fig. 1 is a view, partly diagrammatic,showing one form of braking apparatus embodying my invention. Fig. 2 isa vertical sectional view along line IIII of Fig. 1.

Similar reference characters refer to similar parts in both views.

Referring tothe drawing, the reference characters 1 and 1 designate thetrack rails of a railway traclt. These rails are supported, as usual,upon cross ties 2, here shown as I-beams ofsteel.

Each of these rails is provided with bra-k.-

ing apparatus comprising a pair of longitudinal ly extending members 3and 4 lo cated on opposite sides of the rail. Associated with members 3and4 are brake bars 3 and 4 respectively, adapted to engage the-opposlte faces of a wheel W of a railway vehicle as best illustrated inFig. 2. Coil springs 5 are interposed between each brake bar 3 and 4 andthe associated members 3 and 4 to limit the mechanical pressure of thebrakes against the wheels to that which the springs transmit.

Means are provided for moving the brake bars toward and away from theassociated rails. As here shown, this means comprises a plurality ofdrive rods 6 extending transversely with respect to the track rails, andrigidly attached to each member 3. Associated with each drive rod 6 is asecond drive rod 7 extending parallel with respect to rod 6 and rigidlyconnected with each member 4. One end of each rod 6 is provided with arack 6 and one end of each rod 7 is provided with a similar rack 7. Therods 6 and 7 are arranged in pairs, and the racks 6 and 7" of each suchpair mesh with a gear 8 pivotally supported by a vertical spindle 9, andprovided with a lever 8. Rollers 10 prevent the racks from springing outof mesh with the associated gear 8. It will be plain that when the upperend of a lever 8 is thrown to the left, the corresponding gear 8 isrotated counter-clockwise, so that the associated rod 6 is moveddownmoved upwardly, as viewed in Fig. 1. The upper end of each lever 8is pivotally connected with a longitudinally extending driving link 11,and it therefore follows that when link 11 is moved to the left, thebrake bars i'or each rail are moved into their braking positions, i. e.,toward the associated rail, and when the linle 11 is restored to itsright-hand position the bars are movedaway from the associated rail intotheir release positions. Springs 5 are permanently compressed to thedesired-amount for. limiting braking effect by stay bolts 60 that alsoserve as a medium for withdrawing brake bars 3 and 4 when members 3 and4 are withdrawn from braking position.

The link 11 is operated by a fluid pressure motor device comprising acylinder A having a piston 14 therein. The piston 14'is connected, bymeans of a piston rod 13, and a link 12 with the extended end of one ofthe levers 8 and hence with link 11.

The supply of fluid pressure, usually compressed air, to the cyiinder Ais controlled by main air valves 27, 30, 33 and 35, which main valvesare in turn controlled by three electromagnetic pilot valves R, P and N.Each of these pilot valves comprisesa valve body 18 having a valvedevice 19 therein controlled by a magnet winding 17. The valve 19 isbiased to its upper position by a spring 20 and when in such upperposition connects pipe 22 with atmosphere through port 21. When magnet1-7 is energized, the

valve 19 moves downward against the bias exerted by spring 20, and pipe22 is disconnected from atmosphere and connected with a source of fluidpressure, not shown in the drawing, through pipe 38.

The main air valves are located in a valve body 39. This body contains acylinder having a reciprocable piston 24 therein. The upper side of thispiston is subjected to the pressure in pipe 22 of valve R. Carried bypiston 24 is the main valve 27 biased to a clo:ed position by a coilspring 28. When valve R is de-energized, then, piston 24 and valve 27are in their upper positions and port 37 is disconnected from port andpipe 15 leading to th right-hand end of cylinder A. If, however, valve Ris energized, valve 27 isopened so that fluid pressure flows from pipe38, through port 37, valve 27 port 25, and pipe 15 to cylinder A,thereby driving piston 14 to the left and forcing the brake bars towardthe rails.

The valve body 39 also contains a piston 29, which is controlled byvalve P and which in turn controls the main? air valve 30 adapt ed to attimes connect port 25 with atmosphere through port 31. When valve P isdeenergized, and valve 27 is closed, piston 29 and valve 30 move intotheir lower positions under the influence of gravity. When valve 1 isenergized, the upper side of piston 29 is exposed to the pressure frompipe 22. Since the area of piston 29 is greater than that of valve 30,the valve 30 will be moved downwardly even if valve 27 is open, andcommunication between ports 25 and 31 will thus be interrupted.

In similar manner valve N controls the pressure applied to the upperside of a piston 32 reciprocable in valve body 39 and controlling thetwo main air valves 33 and 35. A spring 36 biases the piston and thevalves controlled thereby to their upper positions, in which pipe 16,leading to the left-hand end of cylinder A, is connected with atmosphere through port 40, valve 33 and port 34. hen valve N is energizedpressure from pipe 22'forces piston 32 downward, closing valve 33 andopening valve 35, thus supplying fluid pressure to the left-hand end ofcylinder A through port 37, valve 35, port 40, and pipe 16. It should benoticed that due to the size of the piston rod 13, the area over whichthis pressure is effective upon piston 14 is comparatively small. Theforce exerted upon the piston and the brake mechanism to withdraw thebraking bars from the braking position is therefore comparatively small.The purpose of this feature is to avoid the waste of compressed airenergy that would result were the piston rod not thus enlarged and anearly equal area of piston used for both brake application and release.

Under certain conditions it is desirable to operate braking apparatus ofthe type here described, from a point remote from the apparatus, as inthe case where a number of sets of apparatus are to be controlled from asingle station. If the control valves be located at the control stationand the pipes 15 and 16 run to the trackway apparatus, the excessivequantity of air required would make the expense of this purely pneumaticcontrol almost prohibitive; furthermore, the inertia of the large amountof air in pipe lines, etc., would make the functioning of the apparatussluggish and uncertain; and condensation from the lar e'air volumeentailed would result in unreliability of operation.

I therefore prefer to locate the control valves adjacent the cylinder A,and to control these valves electrically from a remote point such as acontrol cabin H. For this purpose it provide, at point H, two manuallyoperable contact levers 45 and 47. Associated with lever 45 is a fixedcontact 46, and lever 47 is adapted to be moved into engagement witheither of two fixed contacts 48 or 49. lVhen contact 4546 is closedmagnet 17 of valve P is energized by current from a suitable source ofenergy such as a battery 50; when contact 4748 is closed magnet 17 ofvalve R is energized; and when contact 4749 is closed magnet 17 of valveN is energized. The circuits for these windings will be understood fromthe drawing.

In order that the operator at H may be constantly informed concerningthe actual pressure in cylinder A, and hence of the braking forceexerted by the apparatus, I provide a remote indicating pressure gaugeof suitable type, such 'as the Bristol gauge. This instrument compriseesa measuring element 41 located at the cylinder and responsive to thepressure in the right-hand end of cylinder A, and an indicating element43 located at the point H and connected with the element 41 by wires 42.The element 43 indicates at any instant the actual pressure in theright-hand end of cylinder A. This or any other commercial device forrecording pressure at a distance electrically may be used.

In explaining the operation of the apparatus I will assume that arailway vehicle is moving through the stretch of track shown in thedrawing and that the braking apparatus is in the illustrated position,that is, contacts 4546, 47 -48 and 47 49 are all open, valves R, P and Nare all de-energized, the braking apparatus is in the release position,and fluid pressure is disconnected from both ends of cylinder A.

If the operator at H wishes to apply the brakes, he first closes contact4546, energizing valve P and closing valve 30. He then closes contact47-48, thereby opening valve R, which-in turn opens valve 2} so thatfluid pressure is gradually'supplied to the right-hand side of cylinderA. This pressure moves the braking bars 3, 4 into engagement with thewheels of the vehicle as explained hereinbefore. The pressure in thecylinder at any instant is indicated on gauge 43. When the desiredpressure is attained, the operator opens contact 47-48. Should theoperator desire to reduce the braking pressure he opens contact 4546,thereby de-energizing valve P and allowing a portion of the fluid in thecylinder A to vent to atmosphere through valve 30. This reduction inpressure may be stopped at any time by reclosing contact 4546.

It is plain from the foregoing that with my invention an operatorlocated at a point remote from the braking apparatus may control thebraking pressure accurately and instantaneously.

When the operator wishes to restore the apparatus to the releaseposition, he opens contact 45-46, reducin the pressure in the right-handside of cylin er A to atmospheric pressure, and closes contact 4749. Theresulting energization of valve N operates valve 35 to supply fluidpressure to the lefthand side of cylinder A, thereby driving piston 14to the right and restoring the braking apparatus to the releaseposition. The operator subsequently opens contact IP-49, whichde-energizes valve N opens valve 33, and, valve 35 being close vents theleft-hand side of cylinder A to atmosphere to restore the apparatus toits normal condition.

I do not claim as my invention any of the braking apparatus controlledby the motor device A, my invention being limited to means forcontrolling the supply of operating energy to this motor from a distantpoint and indicating at such distant point the amount of energy thussupplied.

Although. I have herein shown and described only one form of brakingapparatus embodying my invention, it is understood that various changesand modifications may be made therein within the scope of the appendedclaims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. Railway braking apparatus comprising a brake bar in the trackway, acylinder, a piston in said cylinder operatively connected with saidbrake bar, a first main valve normally closed and arranged when openedto admit air to one end of said cylinder to move said brake bar intoengagement with a part of a vehicle, a first pilot valve for controllingsaid first main valve, a second main valve normally open to connect thesaid end of the cylinder to atmosphere, a second pilot valve forcontrolling said second main valve, a third main. valve normally closedand'arranged when opened to admit air to the other end of said cylinderto release the brake bar, a third pilot valve'for controlling said thirdmain valve, and electrical means for controlling said pilot valves froma distant point.

2. Railway braking apparatus comprising a brake bar located in thetrackway, fluid pressure mechanism for moving said bar into engagementwith a part of a railway vehicle, means adjacent said mechanism forcontrolling the force applied in such motion, means locatedat a pointremote from such brake bar for controlling said first means, and meansfor indicating the condition of said first means.

3. Railway braking apparatus comprising abrake bar located in thetrackway, a cylinder, a piston in said cylinder for moving said billinto engagement with a partof a railway vehicle, a valve adjacent saidcylinder for controlling the supply of fluid pressure to such cylinder,means located at a point remote from said cylinder for operating saidvalve, and means located at said remote point for indicating thepressure in said cylinder.

4'. Railway braking apparatus comprising a brake bar located in thetrackway, a cylinder, a piston operatively connected with said brakebar, a valve located adjacent said cylinder for supplying fluid pressurethere to, means located at a point remote from said cylinder foraccomplishing substantially instantaneous operation of said valve, andmeans located at such remote point for indicatingthe actual pressure inthe cylinder at an instant.

5. ailway braking apparatus comprising a braking bar located in thetrackway, a cylinder, a piston operatively connected with said brakebar, a valve located adjacent said cylinder for supplying fluid pressurethereto, means located at a point remote from said cylinder forcontrolling the pressure supplied to said cylinder by operating sazdvalve, and means at such remote point for indicating the actual pressurein said cylinder at any instant.

6. Railway braking apparatus comprising a brake bar located in thetrackway, a cylinder, a piston in said cylinder for moving said bar intoengagement with a part of a railway vehicle, a plurality of valvesadjacent said cylinder for controlling the supply of fluid pressurethereto, manually operable means located at a point remote from saidcylinder for controlling said valves, and means located at such remotepoint for constantly indicating the actual pressure in said cylinder.

7. Railwaybraking apparatus comprising a brake bar located in thetrackway, a cylinder, a piston in said cylinder for moving said bar intoengagement with a part of a railway vehicle, a valve adjacent saidcylinder for controlling the supply of fiuid pressure to such cylinder,a manually operable circuit controller located at a point re mote fromsaid cylinder for controlling such valve, and means located also at suchremote point for constantly indicating the actual pressure insaidcylinder. I

8. Railway braking apparatus comprising a brake bar located in thetrackway, a cylinder, a piston in said cylinder tor moving said bar intoengagement with a part of a railway vehicle, a first valve for at timesadmitting fluid pressure to said cylinder, a second valve for at timesconnecting said cylinder with atmosphere, said first and seca brake barlocated in the trackway, a cylinder, a piston in said cylinder andoperatively connected with said brake bar, a first valve for at timesadn'iitting fluid pressure to said cylinder on one side. of the pistonto drive the piston in one direction, a second valve for at timesdischarging such pressure to atmosphere, a third valve for at timesadmitting fluid to said cylinder on the other side of said piston todrive the piston in the opposite direction, and means located ata pointremote from said cylinder for selectively operating said valves.

10. Railway braking apparatus comprising a brake bar located in thetrackway, a cylinder, a piston in said cylinder and operativelyconnected with said brake bar, a first valve for at times admittingfluid pressure to said cylinder on one side of the piston to drive thepiston in one direction, a second valve for at times discharging suchpressure to atmosphere, a third valve for at times admitting fluid tosaid cyl'nder on the other side of said piston to drive the piston inthe opposite direction, and manually operable means located at a pointremote from said cylinder for selectively operating said valves.

11. Railway braking apparatus comprising a brake bar located in thetrackway, a cylinder, a piston in said cylinder and oper-. ativelyconnected with said brake bar, a first valve for at times admittingfluid pressure to said cylinder on one side of the piston to drive the'piston in one direction, a second valve for at times discharging suchpressure to atmosphere, a third valve for at times admitting fluid tosaid cylinder on the other side of said piston to drive the piston inthe opposite direction, and manually operable means for selectivelyoperating said valves. 12. Railway braking apparatus comprising abraking bar located in the trackway, a fluid pressure motor for movingsaid bar into engagement with a part of a railwayvehicle, means forsupplying fluid to said motor, means located at a point remotefrom saidbraking bar for varying the pressure of the fluid so supplied to themotor, and means located also at said remote point for indicating theactual fluid pressure in said motor.

13. Railway braking ap aratus comprising a brake bar in the tracfiway, acylinder, a piston in said cylinder operatively con nected with saidbrake bar, a first main valve normally closed and arranged when openedto admit air to one end of said cylinder to move said brake bar intoengagement with a part of a vehicle, a second main valve normally opento connect the said end of the cylinder to atmosphere, & third mainvalve normally closed and arranged when open to admit air to the otherend of said cylinder to release the brake bar, pneumatic devlces foropening the first and third main valves and closing the second mamvalve, pilot valves for controlling said pneumatic devices, andelectrical means for controlling said pilot valves from a distant point.

14. Railway braking apparatus comprising abrake bar in the trackway, acylinder, a piston in said cylinder operatively connected with saidbrake bar, a first main valve normally closed and arranged when openedto admit air to one end of said cylinder to move said brake bar intoengagement with a part of a vehicle, a second main valve normally opento connect the said end of the cylinder to atn'iosphere, a third mainvalve normally closed and arranged when open to admit air to the otherend of said cylinder to release the brake bar, a first pneumatic devicearranged when supplied with air to open said first main valve, a secondpneumatic device arranged when supplied with air to close said secondmain valve, a third penumatic device arranged when supplied with air toopen said third main valve, three normally de-energizedelectro-pneumatic pilot valves arranged when energized to supply air tosaid first, second and third pneumatic devices respectively, and meanslocated at a distant point for energizing said first and second pilotvalves or said third pilot valve.

15. Railway braking apparatus comprising a brake bar in the trackway, acylinder, a piston in the cylinder operably connected with said bar, afirst valve for supplying fluid pressure to said cylinder to move sa dbar into engagement with a part of a railway vehicle, a second valve forconnecting said cylinder with atmosphere, and manually operable meansfor operating said valves 1ndependently.

16. Railway braking apparatus comprising a brake bar in the trackway, acylmder. a piston in the cylinder operably connected with said bar, afirst valve for supplying fluid pressure to said cylinder to move sa dbar into engagement with a part of a railway vehicle, a second valve forconnecting said cylinder with atmosphere, and manually operable meanslocated at a point remote from said cylinder for operating said valvesindependently.

17. Railway braking'apparatus comprising a brake bar located in thetrackway for engagement with part of a veh1cle, a pneumatic motor foroperating said brake bar, main air valves for supplying air to andexhausting air from said motor, pilot valves for controlling said mainair valves, and electrical means for controlling said pilot valves froma distant point.

In testimony whereof I affix my signature.

JOHN P. COLEMAN.

